Of detroit



F. ALLISON STARTING AND LIGHTING SYSTEM Dec. 1s, 1923 Filed May 29 1920 i Sheets-Sheet 1 Dec. 18 1923.

` F. ALLISON F. ALLISON STARTING AND LIGHTING SYSTEM Dec. 1a

Filed Mai' 29. 1920 '7 Sheets-Sheet 3 VW FA F. ALLISON STARTING AND LIGHTING SYSTEM Dec. 18, 1923.

4 m .m 2 I M n! i,

1 W 0 .5 M//a W MA.,

Dec. 1s, 1923. 1,478,196

F, ALLISON STARTING AND LIGHTING SYSTEM Filed May 29. 1920 7 Sheets-Sheet 5 N nuantof Dec. 18, 1923.

STARTING AND LIGHTING SYSTEM Filed My 29, 7 Sheets-sheet e 31a/vento@ Dec. 18 192:13.

1,478,196 F. ALLlsON STARTING AND LIGHTING SYSTEM FiledI May 29. 1920 '7 sheets-sheet v Patented Dec. 18, 1923.

FRED ALLISON, OF DETROIT, MICHIGAN,

PATENT OFFICE.

AssIGNon 'ro rom) MOTOR COMPANY or DELAWARE, OF DETROIT, MICHIGAN, A` CORPORATION 0F DELAWARE.

STARTING AND LIGHTING SYSTEM.

Application filed May 29,

To all whom it may concern: Be it known that I, FRED ALLIsoN, a citizen of the United States'of America, residing at Detroit, in the county .of `Wayne and State of Michigan, have invented 'certain neuv and useful Improvements-in Starting and Lighting Systems, of which the following is a specification, reference being-had therein to the accompanying drawings.

This invention relates to improvements in starting and lighting systems for f-motor vehicles, pertaining more Lparticularly.to systems of the two-unit typepin that thelstart.- ing motor and the` generator are separate instrumentalities but adapted 150, cooperate;`

both with the internal;combustiommotorf herein termed the engineand the-.storage battery.

In the installation of -systems'fortheipurpose of starting the-engine and,lfor lighting'.

purposes, certain problems areyinherently present, due to (a) the fact that theentire system is carried by a traveling, carrier;V

the vehicle-and must thereforefinclude. all of the elements necessary for, properv4 operation; (b) is generally an addition to.z iigstand-` ard form of motor vehicle' construction, and therefore must be ofatype such as Will'not require material changes from-.the standard vehicle design; and l(c) must` be' capable of meeting the conditions brought about by the' fact that the motor vehicle engines are generally constructed under conditions of production capacity, and therefore have more or less variation as to factors which must be considered in the production of systems for starting and lighting, these factors being especially important inconnection with the requirement of the starting motor. These factors, while pertaining 'to the carrier for the system rather than to the System'V itself, are more or less controlling in the production of the system.

For instance, the traveling carrier-the vehicle-takes the system away from a fixed base of supply, and the system -must -therefore not be dependent on'a fixed base of supply; the exception permitted is the storage battery instrumentality which has elements capable of renewal,v `but vwhich are maintained for lengthy periods of time.

' The second factor is of importance because of the fact that motor vehicle designs are standard-to permit of production under capacity conditions-With the standard based gine, etc'.

1920. Serial No. 385,266.

' onconditions independent of installations of starting and lighting systems; in other words, the design factors of the vehicle are based on vehicle conditions rather than on questions of installation of starting systems. Since these design factors pertain to the lvehicle the addition of a system of the present type is made dependent generally on. the .non-disturbance 4of the general design. A nd, due to thisffact, the question of available space forthe installation becomes otvital importance in the formation of the V`V`System to lbe added, this question bearing on theoposition of thelunits,Y sizeof units, character .,ofpo'perativeconnections with the en- The third factor also has its bearing on the,V character of the system, aside from the factV that V,even `under ideal andperfect enginej construction, the question of operative ,speedsmf the engine have a bearing on the specic formi'of the units; for instance, the generator is in `constantdriven relation with thevcrank shaft of the engine and must thereforeibe capable 'of operation under maximum' speed conditions, although such conditionslare, met With-atonly infrequent intervals. The third factor is brought into quest-iony through the fact `that under production'conditions of the lengine there is no certainty that the compresslon and expansion valueszwithinthe cylinder are exactly similar. in successively-produced engines, these values varying within limits; and such variations have a bearing on the operations of the starting motor. This latter is due to the fact that the starter motors must also be constructed under production conditions and lhence `cannot be individually designed for an individual engine, but must4 be designed to operate with the type of engine and the engine support and be operative under the conditions of a possible installation.

In addition, other factors are present, these bearing on the construction of the units of the system. One of these is eliiciency of operation by structures built tomeet the general factors above pointed out, since the structures must be capable of heavy service conditions, and able to withstand the severe character of service provided by installation on a motor vehicle operating under Widely varying conditions. Another factor is that of cost of production, and in this the chargenauen;

form used as the s tartin'r and lighting system of the Ford automobile.

:\S lS Well` known, the Ford cars are produced in large quantities and therefore require that thc parts be produced with each part of standard design, and these designs are neccssarily based on car operation independent of an}y system such as herein disclosed, since the installation of the systemv is optional with the purchaser. The must therefore be capable of installation on' such standard car andwithout requiring material modification of the' car; this brins in thequestion ofV available space, etc., for the installation.

At the same time, construction'o system units must necessarily be on a production basis, sincea reasonable percentageof purchasers of the car productiondcsire the additional installation, the system providing positive advantages in" theoperation of the car. And because of the advantages accruingr from itsiise, it Vis des'irablethat the' cost of the system be retained as l'ovv as 'possible in order that the total cost of the cai' be not largely increased.' v Since bothcarand system'arepr'oduded on' a quantity production basis, eac'his depend'- ent on standards'bf design capable o f producingthefse results as to' production andV also efficiency results in operation These results are obtained the present invention by the character of the unit design and characteristics, and the manner in Which the units are mounted in the system and in the carrier-the car.

To these and other ends, therefore, Athe' nature of which will 1be greatly understood as the invention ishereinalfterdisclosed, said invention consists in the improved con'- struction and combination of parts, hereinafter more fully described, accompanying drawings, and r'no're.particu-l larly pointed dut in the Vappended claims. In the accompanying drawings, in which similar reference `characters indicate similar parts in each ofthe views Figure l isa diagrammat'c View of one embodiment of a system according to th e presentV invention, the saine being s'hov'vn asv applied te Compit-,mental 'lements of an in- `which maj illustrated in the location of the motor and' generator units relative to an'engineg' Fig. 3 is a diagrammatic view showing thewiring of the motor armature;

Fig. 4 is a similar view nections of the motori;

Fig; 5 is zr view partly in section and partly in elevation of a portion of the motor unit,'tlie section heilig taken approximately on line 5-5 of Fig. G;

Fig. 6 is atransverse section taken approximately on line 66 ofV Fig. 5;

Fig. 7 is a similar view taken approximately on` line 7-7 of Fig. 5;

Fig. 8`is`a diagrammatic view neti'c circuits of bot-h units;

Fig. 9 is' asectionall view switch;

Figi 10 isa diagrammatic view of the arrt'u're windings" of the generator;

Figi 11- is a similar view showing the tiel'd connections' of the generator Fig. 12 is' a. vieiv partly in section and partly in lvation o of the starting f the' generator, the

View being tk'e'n approximately on line .Y

12412 'of Fig. 13;' Fig. 13 is' atrasvers sectional view taken approximately on line 13--13 of Fig. 12;

Fi. 1 4 is: a'sifrriila'r v'i'evv taken approximate y on une' 14914 of Fig'. 1e, and

'Fig'. 15 is a' det'ail sectional view of the l cut-out.

The system generally, as employed in the particlaietbbdirent disclosed, is shown dissi-manually' n rig. 1', this View incifdi'ng thiportens of the engine instal la-tiol'r,l i'ndi'bfefthe general operation.

'The' syagajpypeisaiasi-.Si a Starting mgm L4-'these :proviene-f for che Starting of f 'the engi ne; igt-.nemer with its' cut-Out adapted to automatically connect up 'the generator 'to the battery' to charge the latteriin'der predetermined conditions, and the Wiring and control features which render'theseparts operative in the performance of duty inthe ration of the ca r. For instance -fel'"in` iates a switch for controlliner t yclamp and ignition circuits. this sivitch being shovim' as' a' single switch but obvibusly be divided into two 'ssvit'cli 'elements if desired; findicates an ammeter connected-in the circuit, -g- 'a magneto iirliicli' normally supplies the ignition circuit; nltionf ciciii, the headlights, and 1kthe tail light. c

As vvill be 4stelen rrn Fig. l, a circuit is completed tbiigh' motor `af from batte'n'. ivhe'x'i svv'tch is closed, the circuit connections bt-'y've'er the battery and 'en r't hlich-'ati cut-out --d-; yi' 's foi' the' starting of the engine1 mff 6 eiaeoi mais@ the smak-shaft 6i digen Switch is adapted to of the field conof the mag- Uf the coil box in the igconnect up either the battery or the magneto to the ignition circuit, permitting the engine to operate from either source; it is preferred to supply the ignition circuit from the battery when starting, after which the switch is operated to disconnect the battery from this circuit and connect the magneto in such circuit. rlhe head and tail lights are supplied wholly from the battery, this control being shown as present in switch -e-.

In Fig. 2 there is shown diagrammatically the location of the motor -afand generator rirelative to the engine casing, the engine unit being shown in dotted lines'at -m-. The motor and generator are shown as mounted on opposite sides of the engine and, in practice, the motor is connected up to operate with the fly wheel of the engine while the generator is connected to be driven by the large timer gear, indicated at -m-. The connections of the motor and fly wheel are of the speed-responsive type, the particular structure employed being that known as the Bendix drive in which a pinion -m2- is shifted into and out of engagement with the gear teeth of the ily wheel m3- the pinion being shifted into engagement by the motor operation and out of engagement by the higher speed of the engine when the latter operates under its own power. The speciicconnections are not disclosed, since the Bendixv drive is'of Vmore or less standard type and well known." It will' be understood, of course, that otheriforms of connection between themotor shaft andthe crank-shaft may be employed instead of the Bendix drive, the particular form of *thev structure employed to effectjthe automatic operative engagement and disengagement of the motor and crank-shaft being more or lesS immaterial.

To provide for the desired operation of the parts certain gear ratios are employed between the crank shaft and the motor and the generator, and in the particular embodi- I vment shown the ratio between motor and' cra ult-shaft is of a twelveto-one ratio, while' that between the crank shaft andv the' gen# erator is that of three-to-two ratio. The system operates on practically a six-volt basis, and these ratios, with motors and generators designed generally along the lines presently described, will produce the proper operation of the system within the space limitations permitted by the standard construction of the car itself.

Obviously, the successful operation depends to a great extent on the design of the motor and generator, and the ability to produce these elements under suflicient capacity conditions and at comparativelylow cost is more or less dependent on the. ability to standardize the parts which' form the motor and generator units. VThese 4resultshavebeen obtained by the use of structures constructhese assumptions 'show-t `is independent of' ed and arranged on the basis of certain factors which will be briefly referred to.

The .starting motor.

The motor operates at six volts potential and is of the series type. The design, while of the direct current type, carries radical changes from the type usually employed for this particular duty, the purpose being to provide eiciency-based on the poundi of torque in a motor is dependent on a proper space relation between the field flux and the armature current, the maximun' torque for a' given current being obtained when'the axis of the amature current Aand thefield flux are at right'angles to`each other. In all motors, the E. M. F. impressed upon thefterminals must be consumed 'in''W jove'rcoming thecounterV and ohmic drop due to resistanceof armature4 'winding and brush contact dropytogethervwith friction, iron and f windagp losses. `Hence,

pendent on flux, current and-"condpctors and The particular' utyrequiredl-tostart a heavy load 'frxil'ia position 'of rest-" reuiresfthat thefstarti'n'gorque belarger?? t an 'the farming 4toi-que 'ofthea motorfand while this 'condition could met by :designing themoto'r#for breakdown duty, the space limitations,4 the "f the 'in'to'f and it torquefis-dependentolrfiuir and onar- ,mature current, the'servic'e to be' performed requires the14 use of-large= ycross-'sectional areas. of .iron to'cor'ne'yy flux and of 'large 4cross-sections of copper'V for' the armature" current. These factors, with others such as armature', reaction; commutation-,f demagnetizing eil'ectsand losses' due? 'to working'at too high ux and `:opper densities fo given dimensions, obviously present, as theprob' lem' of design, the, problem of the proper proportioning of the copper and iron, or the proper Aproportioning of the electric and magnetic circuits to a true balance or medium or approximately so. c'

Since the motoris of the series type, the general characteristic'that the greater the load application,v the greater the torque through the increase-in armature current and field flux, is present, but thisten'dency' is more or less limited in the'present. design by reason of the limitations as to the amount of iron and copper ca able of being used within -the space possibilities available in the motor installation, limitations which 'would generally in motors 4of certain types, they,

tend to distort the fielddhixfto such an extent l as to retain but little oommutating field to reverse the coils undergoing commutation. Entire elimination of field distortion is not necessary the principal consideration beingthat a cominutating field'of sufficient inten-V sity is present to generate-in the coils 11n-;` dergoing connnutation-an E.V M. F. large enough to neutralize they reactance voltage. generated by the short-circuited coils.

Owing to the fact that the .cars and-their engines are being produeedcn maxmumy. production basis. variations in the.. characteristics of theengincs arednevitable, and it is therefore impracticable to employ resistance commutation, the values .of the ohmic drop in the coil andthe brush con. tact surface such as would be usable as resistance factors under '.t-hese. conditions, would be suchas to material-ly'reduce-,the torque. Hence, voltage commutationis employed.V the constructionbeing `s uch-,as to. provide a4 close proportioningof.;the .magnetic to the electr-ic circuits and the elimina-l tion of the distortion to thefiull-ententn,

While voltagee commutation is.,employed g conditions underlying the? service of zthe motor of the present invention are such as to materially effect the use of such commutorque ftionsdhe. co

yet retain the whole within the space allowable for the installation.

. Another factor, is that of the variations in the commutating E. M. F. not only with respectto the-linear .function of time but also with respectv to the changes produced by the changes .in load,it being obvious that good commutation at. one load .wouldnot be good for other loads unless corrective devices be e1nployed.'..This.is due to .the shifting of the Afieldihtncr itsdistortion set up by the crossvinagnetizing. effect of the armature current when.. under load conditions-armature reaction. Jprrectivey devices, -sucli as interpolesl or compensatin windings, cannot be employed becauseof he conditions underlyin'gtheinstallation, .and since the position of the brushes cannot'be shifted during service to., meet the'. conditions of load variations, the factorjnust be met in a different manner'.I ,y ,1. ,n :Thisis met the use of. a design such that [under ,load conditions the short-eireuited'coil isiinder the influence-of the pole y in-.a ygincepf the; neutral axis opposite the direction, oflrotationJ'Et-he brushes being per iguanentlyl s'etj so that-'fundar no load condi mmut'ating field has a certain value suicint to :generate an E. M. F. in the shontfciruited' coils, the brush position tation as generally taught. This result can, being` such thatatno load the commutating the self-induced E. M. F. in the-element.

And while self-inductancc can bekept withl in limits through an armature design with one turn or of a minimum number of turns, the additional factors in considering the value of the inductance-the amount of flux leakage per ampere of current in acoil and the axial length of the armaturemust be Y. considered, since these 'additional factors must be kept down, the result being an in-A crease in diameter of the armature with aV consequent increase in the number of segments and of the diameter of the commu-` tator. And while this might be offset by thc use of a wider brush, this in ,turn brings in the factor of increase in number of coils simultaneously short-circuited, producing a high mutual induction equal to.or greater than the original self-induction. increase of` diameter, however, introduces the factor of i space limitations, size being necessarily considered by reason of the' requirements as to. position of the motor shaft to accommodate for the connections between the armature shaft and the crank-shaft of the engine, and

E. QE. iswell within the sparking limit and While'operating'atull load the react- 'ance voltage set up, by -the short-circuited coil will be opposite in direction to that of the commutating E. M. F. the difference betweenfthe'sealsfolibeing within the sparking Ll.imits'. y Inadditi'on, there is maintained a ratiofibetvi'fenarmature ampere turns and eldfampereturns. per" ole to produce a powerful or 4stiff maln fiexid as compared to that of` the armature fields.

In' designing'the motor to moet the ronditions of service in4 the particular embodi ment shown, the calculations are based on a 500 ere input, a working flux density of 500,000 es per square inch, and the use of' twenty-one conductors, these being, of course illustrative with respect to the current or flux. These values, however, indicate the balanced relation of the copper to the magnetic circuits by means of which an exceptionally high torque is obtained both with respect to ellicienc and oi weight.

Thespecificem o diment of the motor is shown in Figs. 3 to 7, Figs. 3 and 4 showing diagrams of the windings and field connecitions,iFigS...5 to 'I showing the physical structures employed.

Referring to Fig. 5, 2O indicates the yoke 4-Tshown astubular-ffour pole shoesl being:bo1ted thereto in symmetrical position, each shoe extending through substantially of the pole arc, with an area of 3.575

square inch, and a length of 2.125 inches and a radial length of,.09375 inches- The yoke is secured to. a bracket .22T-by means of which the motor is secured to the casingof the engine-and in which is mounted the shaft 23 of the amature, the latter having a length sufficient to carry. the elements of the Bendix drive, the opposite end of the shaft being supported in a bearing 24,10- cated in a cap25 carried by the yoke. Bracket 22 and cap 25 practically close the opposite ends of the yoke, a dustI cap 26 overlying cap 23 and Servingfto cover openings formed in cap 25 through which access may be; had to the commutator, etc., when desired.

The various field connections of the motor are shown in Fig. 4, the-motor being ofthe series type, the armature havingits windings arranged in series divided into twol paths, thelield being woundfor seriesp'ar-v allel operation withftwo paths, Whilefthe brushes are arranged in pairs in parallel as indica ted in.Fig. 1. The wiring diagram of the motor `armature is s hown'in Fig. 3:the armature lhaving twenty-one slots with each slotcarryingportions of two,eo'nductors, the commutator having twenty-one. segments. As will'be seen from Fig'. 3, the windings are of the:wave or two-circuit, seriesA drum type,- with one portion Voifa conductor located at the inner end of one slot and the return portion occupying the outer'endf of the sixthslotftherefrom, the free endsjofthe conductor bein securedtopegments .with o ne end=secure i the segment to. ,which theQther bfe ndis .secured. The manner-of lcatin thecondiice tors ,in the slots isV shown. ridf; the fierisctorabsinsndsateat 2.7L, i.

The' cdmmitatorgs ,indicated f at 28, formed with twenty-one segments 28.' The brushes are represented 'at29 and 29, the positive `brushes 29 leadingthe currentfromthe fieldI into the armature, through tliecom'- mutator, the negative brushes :.295 being grounded to the motor frame, larbrushconstruction 'is shown more particularly,.i n Fig., 7 ,j,the..bru sh ,holders fof. brushes 2 9being insulated by lsuitable insu.- 1ation 30 while the brush-holders o f'brushes 29 areniounted on s tudsgrounded onhthe' motr'gframe.. As. shown,- the brushesare maintained-,imcontact A.by suitable springs 31.ZL-inlicatesthe terminal (Fignf), the Studbeing'infllsulated from andrarriecl by the yoke-r 20,.the,f terminal conductors 33 being connected to'-th,e,-eld coils in suitable manner, the coils being. indicated att.,

The motor has a stall torqiieofffrom4 four-z teen to sixteen footl pounds, and; draws between 175 to 225 amperes when. turning over the engine,.dependin o n temperature and engine eonditions. j' s .-Will understood, the torqueefeet-produced when compared with the size of the motor, is very high, and

to indicate the size a few ofthe dimensions are presented. The outside diameter of the armature is 2.8125 inches with the core length 2.025 inches. The cross-section of a .conductor is y.1()4 inches x .211 inches, with the mean length of a turn inches, the totali resistance being .001706 ohms. The weight ofcopper in the armature is 1.348 lbs. and inthe field 2.025 lbs., the number of turns per pole of the field bein seven, with the radial length of a coil 3 inches. The Ieripheral speed of the commutator at 1000 P, M. is 458 feet per minute.

` For the pur ose of indicating the length of the paths o the magnetic circuit, Fig. 8 f presents'a diagram of the magnetic circuits of the-motor, this view indicating the general ;'dimensions of the motor-and of the generatorwith respect to the iron or mag "netic vcircuits in the particular embodiment r-`f shown; the dimensions, when compared with Ithose of Acopper or electrical circuits hereto fore pointed out, indicating the close proportioning of the two circuits relative to each other to provide the balanced relation between the two and which provide the exes ptionally Ahigh torque value conditions v vltli minimum weicht and sine, and at the s'arnfetime provide for the .desired eiciency. As shown 'in Fig. 1, the'motor is designed ,to beoperatively connected to'thebattery Vat will'itlirough startinvis'witch -'cthis switch havin this one liunction. The particulai embodiment employed Vis .shown in to lthe.tentlifsegment fromflFig.j 9, this beingl afsti'ucturecapable of mariufact u're under largeproduction condi- Q .tions andiat the' sameftime meet'the various s''ervi'c'e'-'conditionsr The switch "is, in Vpracf ,tficeQfopeifated by." tl 1`e 4foot fthe driver of .fue es; am f shmud u ipeflfe be of a `amm. tertoijvith'sltaiidthe shi'cks'and jars made possiblethreuh accidental {"cfntact of the feet 'o" f v the driver fthe: portion of the s witcliwhich is" exposed for manipulative e switch is of simpler-formation 'comp rising casing 36' lcarrying the' terminals 1A36.and also carrying 'a barrel' 36" within -which" is mounted a rod-like eleiiientl 37, carrying the bridging contactmember 8'(a and the 'cap 37, a spring 37serving to normally retain the circuit broken.

The .function of the switch is simply to complete the'circuit to thet motor from the batteryl" This' y starts the motor, the lrotation of which renders the Bendix drive active. As 'is `well known, the latter structure is of ya type such' as to cause apinion to be carried automatically into engagement with a gear on the crank-shaft, this movement be- .ing provided by the rotation of the motor, thereby providing a time factor in the motor operation and which slightly delays the l application of the load and permits the mo tor to begin rotation-under practically noflu lim

load conditions, the load being applied suddenly by the engagement of pinion andfgear. The disengagement of motor and crankshaft is provided'automatically by the en gine operating under its own power, the speed of rotation of the pinion, during engine operation, being superior to that of the motor shaft, thus.y causing the automatic disengagement. V A

Hence, closing of the circuit by switch csimply controls the motor operation, the period of load application on `theiiioto'r being controlled by the Bendix 'drive,;so that no special care is required in controlling the length of time the 'switchI is kept active. After the engine has started, motoroperation can be stopped by releasing thdswitc'h, thus stopping battery depletion. -Should" the switch be accidentally closed 4vivibile the engine is rnnning,`no`efl`ect other than 'motor operation Will result since the Bendix drive pinion will simply ybe rejected by the' crankshaft gear during the period ofoperationof the engine. y

The generator.

The generator is, of the 'series armature and sliunt'ffieldtypeftlhe genral dimensions being similar tofthose offthe motor. For instance, thefyolze- H and po'lle shoes-21 are intercliap'geableA fl'jl'osel of the motor; similarly, the:ialrfmatnif@f hlS'Pl4 same general `dimensions":1,s';`|tl1at,f'pf .the

motor, the laminations oithefcprediffering slightly in the contour ofthesltsbas'shqyrn by comparing Figs. tya'1id'13 :l 'windings are arranged similar toftlioseltlietlinotor armature, ,the conductors, ,holi'jrnfbeingQpf wire, in the. fofnlof, colspf the tylpgjkinown as series-parallel lap @ein el'eyen per coil bein employed in rti'cnla'r embodiment s own, the ,totaliresfstiie birig LlQohmsat F, 'The yveightloif'cgpper 0f the armaturen' 1.25 ibs: while that grigie, field is .78125. lb., the leld/,coilsbeing of 1D0' turnsvper pole.,i The c'oiiiinntajfory'isV of the same' dimensions asthat'fit eimtor.' The armature is Vprenlera l sipportd nntifrictionallzand i pinion 38 in constantmesh ,Witlil'tiierfgear m-, the Arelative siesl oftlis'e` gears during a peripheralspee'd of A of approziimately`825- it., 'per mining/[When the engine is operatingat 1800 R. P. Y the generator shaft runniglat vone e'iiid and a half times the speed'f thejengine crank shaft. l

Mechanically and magneticallythe'-generator and motor are subs tantialduplicates` the differences being mainly electrical.

Figs. 10 and 11 show` fiagramrnatically the electrical circuits, the minbrusheslrll and 40 being set Withan angularsp'acingfot degrees, a tliird'orregu' ating brush 41 being located opposite one 'of' the main field the com'innitator r`polsin snob positionlthat the Voltage and current passin'glthroug'h the shunt Windingr vis affected bythe distortion or shifting ot' the field dnetosp'eed changes, the brush being adjustable mechanically. The use and regulation of brush 41 serve to control the charA ing rate vof ,the generator, since its regu ation affects the voltage between the terminals of the shunt field Winding, thus controlling the charging rate. Brush 39 'the positive brush leading to the automatic 'out-out -Z, brfsh l0 being the ne ative bru's'hgroundednto the generator grame. sshown'in Fig. 14, the brush holders for brushes V39,;1nd 4l are insulated from the `fgener'ritorfreine by insulation 42, the brush holder of brush 41'fbeing adjustable to periiiitof adjustiilei'itlof its brush to produce z'the regulhtiomreferred4to. While adjustment'foffbiush 41lis rthus made possible, such adjistnient is utilized only when the generator isV being completed or installed thc "brus'h being normally anchored during service cnditions. yAsheretorore pointed out, thelsyste'm elementsare produced on a pro 'ductinwbasis aiid'thevariations resent.

bothjln generator and engine construction yunder production conditions, make it desira'blet'o permit of'aldjustinent of this brush to meet thefin'dividnal 'conditions ofthe installation. V j

A AlsE heretofore' ointed out, the mechanical construfctionovf t e generator i'ssubstantially fa duplcate't that of Ith'ertl'otor, jthe major :portir n .offtliel 4slri'ictural'elements being in tjerclllgeble t e'no'toi and gener- 4"aftor, *j Hisfpoliitsof crease incost ot productix'i` of "-tliefsystem;4 and enables the system to be prdueedfiinderiarge capacity ""'dondi'tibns ivvi'th,

n? y The 'embout-mitch. Aus herbli'Jvbi'er pi'iiitdf ilt v'the generator in constant' dr in "riilatio'n 'Wi'th'the en- ,"ginea'nd isfi'lije'r fb'ey subject' to the variationsI speed of the'latterr It iis' therefore ,'aesiable' that bnferyeitaegig be 'had nuryfing onlyhpotn'of'this range, fand this is provided empio" ing fa; 1make and 'bfreakfdevice "in the fl-ine connecting the "gedeeltes `mithe?laat-,usrjg the devies being 'arrngedf to 'retain tlidcilrcuit broken dnrin *periods when 'the' cu'ritgenerated is be ow a predetermined value;4 this permits the R. lofgthef'generator shaft to'determine appriii'm'atelyfthe time of'closing of the"circuit,"`de to the that current values 4'are iinore or less proportional "tb thais ed'vaiues'. Y

The e'vice is'in the form of a simple cutJ.

` F profe'rably monntedon the generaont tor casingcrfyoke, the 'specific structure 'l einpl'ov'd'beirg shown in Fig. 15,` the struc- 'ture i" "i'rlg shown idiagramnratically in L'Fig. 1.

43 mounted on the terminal stud 32 ofthe generator, Said bracket carrying a spring armature 44 having a contact 44 anda member 44" preferably of constant polarity, the latter being located oppo site the core 45 of a coil formed of two windings, contact 44a being located oppoe site a contact 4( V carried by and insulated from the cut-out casing and which is, operatively, a terminal of the low resistance winding 47 of the coil, the opposite terminal being shown as terminal 4S. A high resistance winding 49 is included in the core this winding having a connection with bracket 43 and with the cut-out casing and thus to ground.

When no current is passing through winding 49, armature 44 maintains the contacts 44a and 46 separated, and this condition will be maintained until the currentl values of winding 49 set up sufficient magnetic action in core 45 as to-cause the armature to be drawn to contact closing position. When this value is reached the circuit'ito the battery will be closed-the lead to the battery-being connected to terminal 48-the circuitthen being from terminal 32, bracket`43, armature 44, contacts 44'L` and 46, winding 47, terminal 48, ammeter -fto switch -'-eand to battery. As winding 47 is of low-resistance, only a suiicientamount of current :will thenpass through Winding 49 to maintain the magnetic action of core 45, the major portion of the current passingthrough the low resistance winding 4T to-the battery;

lVhe'r' the current value of the determinedminimum, the valueiinthe battery becomes'Iznedormnate setting up-condi -V tions of reversal of direction of fl'o'w 'in the connections between the battery and winding 47, tending to build up an E. M; F. in the 4coil and coreopposing that of wind-f ing 49 thus decreasing the magnetic ac v tion oi core 45'until it is: insuf'licient to withstand the tension of armature 4-'l-,-thel neutral point of the cut-out-whereupon the armature moves to break the circuit;ob, vio'usly, any liability of the contacts to,

stick will be overcome by the bui-ldin'gup of this opposing E. M. F. through winding 47 until a condition ot' reversal of in the core may ensue.

As will be understood the current value effective in closing the charging circuit is determined'by the tension value of arma# polarity rate of the=voltage between brushes 39 and 40-the regulationof the position of brush V4l determines the. current value effective to produce theE. M. F. value in core 43 requisitetoactuate armature 44. In addition, this brush serves to control the variations vin charging rate produced by the variations in speed ot' the generator, the conditionssct up by the brush being such that thevariations in this rate are retained within arange oi from 1.5 to volts rise from. the operating voltage of 6.5 volts in operating between minimum and maximum speeds;

By the Iuse of standard armatures 44 and windings 49 of an average value based on activity of the core to close the circuit at a predetermined speed, it will be readily un-. dcrstoodthat positional variations of brush 4l will correct any inaccuracies brought about by large capacity operations, and a comparatively accurate adjustment secured for the lower limit of speed at which charging will take place. And since the rise in potential produced hy the higher speeds is retained within limits, proper chargingv operations will be had, the system having the usual characteristics ofcharging systems-of'a gradual tapering ofV the charging rate as the battery becomes charged. ,.f i

in the ll-'Jarticnlar embodiment herein disclosed, theelements are arranged in such manner that: the charging circuitisclosed when the generator shaft reaches vapproximately 6001R1fPrMQ the maximum charging rate .beingaeached at approximately 1200 R. l. M. ..Thesencorrespondaiin-the Ford car, to :temend: twenty .iniles' per'hour respectivelyaii: i; i i-.ri y Switch-lesstis arranged in such manner as to controll :the connections to the lighting Vsystem ffrointhebattery,- to permit of dim 'orfbright light operation-theylghting system ."lieing lindependent of the -magneto; it alsoahcontrols the'circuit leading to-the coil -box -'j-1 either batteryor magneto cnrrentfl:=eing usuable'in this circuit,

It will be'g'undeistood, of: cou'rsethat the specific dimensions stated,A are illustrative, fbeinw based on the embodiment employed in the installation referredto VVherea diffeient? installation.; is: desired, dimensions,

etc., would lief varied to meet the particular characteristics of the. installatiom-it being understood,- howererythatr the general characteristics the units will he retained.

' Fronriheabove it will be understood that thefeilicient-results obtained in the starting inotorlsiniplicity, -compactnes`s, powerful torque with high efficiency, and light weigii't`-:ii e obtained by a closedesign with respect to the magnetic and" electrical circuitsj 'These characteristics are obtained by strilr'inga medium between the circuits, in

Ythat-the'coppercircuits have a very` low 05 riz:

to charge a 4stora resistance with .ample conductivity being balanced by the correct number .of con- (luctois and pole enclosures, the'latter being adapted to provide :for maximum `torque elect with a minimjuin energyinput The magnetic circuits are so balanced aas toalloiv minimum leakage and minimumY-distortion. In other words7 the motor 1iS of suchdnw resistance that it is vpossible to pass very heavy currents to the field and armature circuits ,at a very low voltage, producing a torque e'i'cct impossible twith the commercial high resistance starting motors. fInvaddition, the design provides for a very high acoeleiative =speed, which. serves not only to prevent Vback e-firing in'l the engine,11but produces a :more evenfcianking spee'd. Generally stated, with a lbattery cfa 4set lvoltage andl'anipere rati-ng, Vit iisfpossible .with-.this motor to produce considerabletorquezatfa considerablewfall of` batteryrpotential iat the same time themotor sizefis-sniall andere pable of installation av-ithin thespace limitations available,and isfof coinparativelylight eweiglit. And since the arrangement is-:sucli as to permit ofthe; use of parts capableiof production according to set standards,4 it iS possible to produce the .unit `under vlar e capacity conditions and ata comparative y ilow cost.

And since the mechanical .structure of motor Land generator -is to-.ia :lar-geextent intercliangeable,l this iability to producethe system under .large capacitv conditionsand :zit low cost is made possible, producingea system of maximum efficiency, L#minimum weight, and comparatively low cost.

lVhilewI have herein shown and-described one embodiment of a system of this general type,.iit will be readily .understood-that changes and modifications therein-inlay `be found idesirable or essential. in meetingthe various exigencies of use, vand I desirez-.to be understoodas reserving-theright to make any and all such changes ormodificationsas may -be found desirableornecessary, iniso far as tlie same-may allavitliin4 the spirit and scopeof -tlieinvention asexpressed in the accompanying claims .whenhroadly con- What I claim is 1. In starting systems of the two-unit type adapted ifor use in motor vehicle service, wherein tlieprime mover is of the internal combustion engine type andcarried by-fthe chassisottlie vehicle andpositionedmithin a zonezunderlying the vehiclehood, ,wherein the two units are carried in theprimemover zone, wherein tliegenerator unitis operative Uefbattery and the battery i; adapted to be electrically connected to the starting motor at will, `-wherein the generator unit is in permanent operative connection with the crank ShatotheI-engine and subject to the variable yspeeclconditions of Aengine service,

and wherein the starting .-motor is adapted; to 'be [operatively connected to the crank :shaft ofrtlie engine at .will and ecteristic-of .suicientlvalue to start the en- .gine under -tlie -ow [voltage .service of Athe storage Abattery, starting operative .to .meet

:said formations havingdimensions toV pei'- ndependent generator and motor unit structural :formations Asuoli service conditions` mit -of installation within the free space limitations of the structural for-.mations prime mover zone,said yincluding a yoke and -poleshoe construction :liaving dimensions suoli gas 'to )permit netie circuit .form Verator or the starti 2- iln-startingsystems installation in .B0 ation of .either ng motor.

o'tlietwo-unit type the magthe genadapted ,for vuse in-|motor vehicle service,

.wherein-the l prime mover isof the internal 1 i .combusti-m11 ae'ogine; rtype ,and Acarried by the .a zene iwiderlrtlg.

positioned within the vehicle hood, where-in the two urnitsfaii'e carried in the prime mover @te nhargeiatorege battery and thebattry i5 adaptedjto be. elctriall-yfennected to the starting :motor .at

.zerator init is in permanent neetien .with the fe and :subject` tthe of .engine Serif-:Seam

will, .wherein `the .genoperative con- .raiik.- shawf ithe enginer vai blez speedconditionsv wherein fthe. Starting to the crank shaft;

3 `is capahlenof producing larf-.torque characterg 1 istie of ,suiiieignt valuel Yto ofthe engine; at will and 10o friert. .the v@gime under the low voltagegsenvice of the storage battery,

motor -ugiit structural 4 .to meetisuclr Bernice conditions, said formandepenent, generator ,and -.starting formations operative 4tionshavingdimensions to lpermitof in- .-stalla,tion within rthe -ree space limitations formations includi .construction baiting said `structural Iig ayoke `and pole shoe dimensions such as to starting-motorwvguth the yoke .Serving-,as a

instal ed.

3. @In starting systems .the unitari vwhich it .is

Qfzthe two-unit type ,adapted forhusenmymotor vehicle service,

.gcoriibustion engine 4chassis of the vehicle andpositioned within a Zoneunderlyngtype and `carried ,by the 12o thefvehicle hood, wherein the twor units arefcarriedin .the prime mover lizone,wherein,thegenerator unit is operative to cliargea storage is adaptedto beelectrically connected to the .battery and ,the battery .starting mctoriat will, wherein the gen- T.erator uniti isv =nection with the .crank and subject f to the of engine sseryice,

.in .permanent operative con- .shat of the engine .variable speed conditions andwherein vthe `starting ,130

motor is adapted to be operatively connected to the crank shaft of the engine at will and is capable of producing a torque characteristie of suiiicient value to start the engine under the low voltage service of the storage battery, independent generator and starting motor unit structural formations operative to meet such service conditions, said formations havin dimensions to permit of installation within"'tlie free space limitations of the prime mover zone, said structural formations including a yoke and pole shoe construction having dimensions such as to permit installation in the magnetic circuit formation of either the generator or the starting motor, with the pole shoe conti ration adapted to receive the field win ings specific to the unit in which the construction is installed.

4. In starting systems of the two-unit type adapted for use in motor vehicle service, wherein the prime mover is of the internal combustion engine type andcarried by the chassis of the vehicle and positioned Within a zone underlying the vehicle hood, wherein thev two units are carried inthe prime mover zone, wherein the generator unit is operative to charge a storage battery and the battery is adapted to be electrically connected to the starting motor at` will, wherein the gen erator'unit is in permanent operative connection with the crank shaft of the engine and subject to the variable speed conditions ofengine service,A and wherein the starting motor is adaptedA to be operatively connected to the crank shaft of the engine at will and is capable of: producing a torque characteristie of sufficient value to start the engine under the lov;1 voltage servicel ofthe storage battery, independent generator andstarting motor unit; structural formations operative to meet such service conditions, said formations4 having dimensionsl to permit of installation within the free space 'limitations of the prime mover zone, said structural formations including a yoke and pole shoe construction having dimensions such as to permit installation in the magnetic circuit formation o f either the generator or the starting motor, the armature construction of both units being of similar dimensions and of similar number of winding slots.

5. In starting systems of the two-unit type adaptedfor use in motor vehicle service, wherein the prime mover is of the internal combustion enginev type and carried by the chassis of the vehicle and Lpositioned within a zone underlying the vehicle hood, wherein the two units are carried in the prime mover zone, wherein the .generator unit is operative to charge a storage battery and the battery is adapted to be electrically connected to the starting motor atwill, wherein the generator unit 1s 1n permanent operative connection with the crank shaft o the engine and subject to the variable speed conditions of engine service, and wherein the starting motor is adapted to be o eratively connected to the crank shaft of t e engine at will and is capable of producing a torque characteristic of sufficient value -to start the engine under the low voltage service of the storage battery, independent generator and starting motor unit structural formations operative to meet such service conditions, said formations havin" dimensions to permit of installation within the free space limitations of the prime mover zone, said structural formations including a yoke and pole shoe construction having dimensions such as to permit installation in the magnetic circuit formation of either the generator or the starting motor, the armature construction of both units being of similar di mansions and of similar number of winding slots with the yoke serving as a casing element of the unit in which it is installed.

6. In starting systems of the two-unit type adapted for use in motor vehicle service, wherein the prime mover is of the internal combustion engine type and carried by the chassis of the vehicle and positioned within a zone underlying the vehicle hood, wherein the two units are carried in the prime mover zone, wherein the generator unit is opera! tive to charge a storage battery and the battery is adapted to be electrically connected to the starting motor at will,` wherein the generator unit is in permanent opera tive connection, with the crankshaft of the engine and subject to the variablespeed conditions of engine service, and wherein the starting motor is adapted to be operatively connected to the crank shaft of the engine at will and is capable of producing a torque characteristic of suflioient value to start the engine under the low voltage service of the storage battery, independent generator and vstarting motor unit structural formations operative to meet such service conditions, said formations having dimensions to permit of installation within the free space limitations of the prime mover zone, said structural formations including a yoke and pole shoe construction having dimensions such as to permit installation in the magnetic circuit'formation of either the generator or the starting motor, the armature and commutator construction of both units beinfr of similar dimensions and of similar umlier of winding slots and commutator ars.

7. In starting systems of the two-unit type adapted for use in motor vehicle service, wherein the prime mover is of the internal combustion engine type and carried by the chassis of the vehicle and positioned within a zone underlying the vehicle hood, wherein the two units are carried in the prime mover zone, wherein the generator unit is opera tive to charge a storage battery and the battery is adapted to be electrically connected to the starting motor at will, wherein the generator unit is in permanent operative connection with the crank shaft of the en- "ine and subject to the variable speed conitions of engine service, and wherein the starting motor is adapted to be operatively connected to'tlie crank shaft of the engine at will and is capable of producing a torque characteristic of'suflicicnt value toA start the engine under the low voltage service of the storage battery, independent generator and starting motor unit structural formations operative to meet such service conditions, said formations having dimensions 'to permit of installation withinthe freespace limitations of the prime mover zone, said structural formations including armature con struction having the same general dimensions and number 'of winding slotsin both units, the windings being similarly arranged in both units and differing in resistance characteristic in the units.

8. In starting systemsof the two-unit type adapted for use in motor vehicle service, wherein the prime mover is of the internal combustion engine type and carried by the chassis of the vehicle and positioned within a zone underlying the Vvehicle hood, wherein the two units are carried in'the prime mover zone, wherein he generator unit is operative to charge a storage battery and the battery is adapted to be electrically connected to` the starting motor atzwill, `whereir'i the generator unit is in perrnanent operative connection with the crank'-shaftA of the enine andi'subjectto the yariable "speed contions of engine service,rand ywherein the starting, m'otorV isadapted to lbe operatively connected tothe crankshi of'ithe engine at will andis capable of'producing a torque characteristic ofsuflicie'ntvalue to start the V engine 'under' the low voltage service of the storage battery, independent generator and starting motor uniti'fst'ructural formations operative to meet such `service conditions, said formations having dimensionsv to permit of installation within the free space limitations of the prime'mover zone, said structural formations including field construction of the sameA general dimensions in both units to produce magnetic circuit characteristics similar in the two units.

' 9. In starting systems of. the two-unit type adapted for use in motor vehicle service, wherein the prime mover is of the internal combustion engine type and carried by the chassis of the vehicleand positioned Awithin a zone underlying tlie"vehi'cle hood, wherein the two units are carried in theprime mover zone, wherein the generator unitis operative to charge a storage battery and the battery is adapted' to be electrically connected to the starting motor at will, wherein the generator unit is in permanent operative connection with the crank shaft of the engine and subject to the variable speed conditions of engine service, and wherein the starting motor is adapted to be operatively connected to the crank shaft of the engine at will and is capable of producing a torque characteristic of suf'licient value to start the engine under the low voltage service of the storage battery, independent generator and starting mo tor unit structural formations operative to meet such service conditions, said formations having dimensions to permit of installation within the free spa ce limitations ofthe prime mover zone, said structural formations including field construction of the same general dimensions in both units to produce magnetic circuit characteristics sim ilar in the two units, the field windings of oneunit differing in resistance characteristic from the field windings of the other unit.

10. Instarting systems of the two-unit type'a'dapted for use in'motor vehicle service, wherein theprime mover is of the internal combustion engine type andcarried by the chassis -of the vehicle and positioned within a zone underlying the vehicle hood, wherein the two units are carried in the primemover zone, wherein the generator unit is-operative to charge a storage battery and the battery is'adapted tobe electrically eonnectedftol the starting motor at will, wherein the generator lunit is in permanent' operative connectionwith the crank shaft of the 'engine-and subject to the variable speed conditions of engine service, and wherein the starting motor is' adapted to be operatively connected 'tothe crank shaft` of the enginent will and is capable of productorque characteristic of snfiicient value tol Start the engine under the low voltage s'e'rv-ice of the storage'battery, independent eneratorand starting motor unit structural ormations-operative to meet such service conditions, said'formations having dimensions to=permit of installation within the freesp'ace limitations ofA tlieprime mover zone, said structural formations including field and armature construction having dimensions to produce magnetic circuits of the same length characteristic in both units.

11. In starting systems of the ltwo'unit type adapted for use in motor vehicle service, wherein' the prime mover is of the internal combustion engine type and carried by the chassis of the vehicle and positioned within a zone underlying the vehicle hood, wherein the twounits are carried in the prime mover zone, wherein the generator unit is operative to charge a storage battery and the battery is adapted to be electrically connected to nthe starting motor at will,

wherein the generator unit is in permanent operative connection with the crank shaft of the engine and subject to the variable speed 1 conditions of engine Service, and wherein the Starting motor is adapted to be operatively connected to the crank shaft of the engine at will and is capable of producing a torque characteristic of sufficient value to start the engine under the low voltage service of the storage battery, independent generator and starting motor unit structural formations operative to meet such-service conditions, saidfi'orniations having dimensions to permit of installation within the free space limitations of the prime mover zone, said structural formations includinv` armature construction of the same genera dimensions in both units, with each armature having twenty-one slots for its windings.

12. In starting systems of the two-unit type adapted for use in motor vehicle service, wherein the prime mover is of the internal combustion engine type and carried by the chassis of the vehicle and positioned within a zone underlying the vehicle hood, wherein the two units are carried in the prime mover zone, wherein the geni rrator unit is operative to charge a storage battery and the battery is adapted to be electrically connected to the starting motor at will, wherein the generator' unit is in permanent operative connectionv with the crank shaft of the engine and sub jcctto the variable speed conditions ofengine service, and wherein the starting motor is adapted to be operatively connected to the crank shaft of theengine at will and is capable of producingIr a torque characteristic of sufficient value to start theengine under the low voltage service of the storage battery, independent generator and starting motor unit structural formations operative to meet such service conditions; said Aformations having 'dimensions to permit 'of installation within the free space limitations of the prime mover zone, said structural formations including a yoke and pole shoe construction having dimensions such as to permit installation in the magnetic circuit formation of either the generator or the starting mot-or and with the windings of the wave or twocircuit series drum winding type.

13. In starting systems of the two-unit type adapted for use in motor vehicle service, wherein the prime mover is of the internal combustion engine type and carried by the chassis of the vehicie andpositioned within a zone underlying the vehicle hood, wherein the two units are carried in the prime mover zone, wherein the generator unit is operative to charge a storage battery and thebattcry is adapted to be electrically connected to the starting motor at will, wherein the generator unit is in permanent operative connection with the crank shaft of the engine and subject to tne variable speed conditions of engine service, and wherein the starting motor is adapted to be operatively connected to the crank shaft of the engine at will and is capable of producing a torque characteristic of sujiicient value to start the engine under the low voltage serv- 1 ice of the storage battery, independent generator and starting motor unit structural formations operative to meet such service conditions, said formations havin dimensions to permit of installation within the free space limitations of the prime mover zone, said structural formations including a yoke and pole shoe construction having dimensions such as to permit installation in the magnetic circuit formation of either the generator or. the starting motor and with the windings of the wave or two-circuit series drum winding type, the conductor pitch providing not less than two slot-contained active portions of the conductor, with one active portion carried by the fifth slot beyond the slot carrying the adjacent active portion.

14. In starting systems of the two-unit type adapted for use in motor vehicle service, wherein the prime mover is of the internal combustion engine type and carried by the chassis of the vehicle and positioned within' azone underlying the vehicle hood, wherein'the two units are carried in the prime-mover zone, wherein the vgenerator unit is operative to charge a storave battery and the battery is adapted to be e ectrically connected to ytf-he'rstarting motor'at lwill; wherein the generator unit is in permanent operative connection with the crank shaft of the engine and subject to the variable speedl conditionsV of engine service, and wherein the starting motor isfadapted to be operatively connected to the crank shaftof the engine'at'will-and is capable ofV roducing a torque characteristic ofsufiiclent valueA tostart-thei'engine under the low` voltage s ervioe vof the storagebattery; independent generator and starting motor unit structural formations operative to meet such service conditions, said gformations having dimensions topermit of installation within the free space limitations of the prime mover zone, said structural formations including armature and' commutator constructionv o'f the same general' dimensionsin both units, with the winding slotsa-nd commutator bars of'a unit equal in number and of similar number in both unitsi 15. In starting systems of the two-unit type adapted for use =in motor vehicle service, wherein'the prime mover isof the in ternal combustion engine type and carried by the chassis ofthevvehicle and positionedl within a zonc'underlying the vehicle hood, wherein the two units are carried in the prime mover zone, wherein thegenerator unit is operative to chargea storage battery and the battery is adapted to be electrically connected ;to the starting motor at will, wherein the generator unit is in permanent operative connection with the crank shaft of the engine and subject to the variable speed conditions of engine service, and wherein the starting motor is adapted 4to be operatively eonnectedto the crank shaft ofthe engine at will and iscapable of producing a torque characteristicoflsuliicient yalued start the engine under thelow voltage service of the storage battery, independentgenerator and starting--motor unitstructural formations operative to meet such Vservice conditions, said formations ,having dimensions to permit of installation within the free space limitations .of the prime mover zone, said .structural formations including armature and commutator construction ot' thesame general dimensions in bothunits, the windingslots and commutatonbars of each unit being twentybnefn number.

16. In starting systcmsof the two-unit type adapted for use in motor vehicle service, whereinithe primer-mover is of the;inlter nal combustion engine type and carried -by the chassis of the vehicle and positioned within a zone underlying the vehicle hood, wherein the two units are carriedin the prime mover zone, wherein the generator unit is operative to charge a storage battery and the battery is adapted to be electrically connected `to the starting motor at will, Whereinithe generator unit is in permanent operative connection .with the crank shaft of the engine and subjectto the variable speed conditions of engine service, and wherein the starting motor is adapted to be operatively connected to the crank shaft of the engine at will and is capable ciproducing a torque characteristic of sullicient valueto start the engine under the low voltage service of the storage-battery, independent generator and starting motor unit structuralformations operative to meet such service con(lilions,-snid formations having dimensions to permit of installation within the lrce space limitations ot' the prime mover zone` said structural formations including armature :ind commutator i'onstruction ol" thc sinne general dimensions in both units.' the winding slots :ind cominutator bars of each unit being twenty-one in number, the windings being arranged in a manner to locate one end ot' a conductor in electrical connection with the tenth coinmutator bar beyond the bar to which the opposite end is connected.

17. In starting systems type adapted for use in motor vehicle service, wherein the prime mover is of the internal combustion engine type and carried by the chassis of the vehicle and positioned within a zone underlying the vehicle hood, wherein thc two units are carried in the prime mover zone, wherein the genof the twounit erator unit is operative toicharge a storage battery and the battery is adapted to be electrically copnectedto-the starting motor at will, wherein N the generator unit is lin permanent operative connection .niith Ethe crank shaft: of the engineland subjectto the variablespeed,conditions. of engineservice, and Whereimthe starting ,motor isjadapted to be voperatively connected ,to the crank shaft of the engine at will and is capable of l producing a 'torqne characteristic' of sii cient value tostart the -engine the low ivoltage :service of the storage, battery, independent generator and starting .motor unit v structuralformations operativqto :meet such V4service conditions, said .formations having dimensions to permit of installation within -l-the {free space ,limitations ,of Vthe primemover cone, said Vstr 'uctfaral formations ,fincludin armature and commutator construction o the :same genera-l dimensions in .both unitsr-:tlie Agivinding slots and commutatOrf-hars Qiieachiunit beings. .twenty-'0111 in' numberfthefnindngs being .errrr'd in mmanner .ftoJ-locateone: end,of *a con actor in electricallconnection *.wlith, the tenth .commutator bar beyond the har toivhih the opposite i end is,cpnnected, .with ,the lslotcontaied portions..pf,tl1e' conductor positioned to locate-one active .portion in the fifth slot beyond another active ,portion l18. :In starting systems Voafthe .tworunit type adapted for use Iin Vmotor nehicleservice, wherein the,prigne--movergsscf the lnternal.- cembustionenain type amd [carried by the-chassis of the vehicleand positioned within .af :zone .underlying the .vehicle ghood, wherein the-,two ,units Bare carried in -the prime mpver 4zone, wherein tithe ,generator unit is operativeto barge astorage battery and the battery isfada-pted lto. be electrically connected :to v;tlie vvrstarting motor at will, wherein the generator unitis in: permanent operative connection with the crank shaft of the engine and subject to the variahlespced conditions of engine service1 andwherein the startingmotor is adapted to be operatively7 connected to the crank shaft of the engine at will and is capable of producing a, torque characteristic Volf sufficient value to startthe engine under the .lonvolt-.ige service of the storage battery, independent generator and startingV motor unit structural 4formations operative to meet such service conditions, said formations having dimensions to p0rmit of installation within l the free space limitations of the prime mover zone, said structural formations including casing strnctnre forthe respective units` said casing structure being of the same dimensions and configuration in both units, said casing structure comprising a yoke .circular in cross-section and carrying the pole pieces, a cap secured to one end of the yoke inoverlying relation to the commiitator structure les of the unit, the cap having openings to afford access to the commutator structure, and a cover carried by the cap and overlying the cap o enings. A

19. n starting systems of the two-unit type adapted for use in motor vehicle service, wherein the prime moveris of the internal combustion engine .type and carried by the chassis of the vehicle and positioned within a zone underlying the vehicle hood, wherein the two units are carried in the prime mover zone, wherein the generator unit is operative to charge a storage battery and the battery is adapted to be. electrically connected to lthe'starting motor at,wil1, wherein the generator unit is in permanent operative connection 4with the crankshaft of the engine and subject to thevariable speed conditions of engine service, and wherein the starting4 motor is adapted to be oieratively connected to the crankshaft oi gthe engine at will and is capable of producing a torque characteristic of sufficient value to start the engine under the low voltage service of the storage battery1 ,independent generator and starting motor unlt structural formationsl operative .toimeet sueh, ,servilc e conditions, said formations having dimensions to permit of installationwithin the free spacelimitations oi thefprme mover zone. said structuralformations, including casing structure' Afor .the resfpective units, said casing structure being o the same dimensions'and congurations inboth units, said casing structureV comprising, a yoke circular in lcross-section t and carryingthe l pole pieces, a capisecured to one end of theiyoke in overlying relation to Athe eommutator structure of the unit, the capihaving openings to afford access. to A the. commutatorstructure, an d a cover' earriei'by, the cap and overlying the capV opel'iings,` the cap being of sheetmetal and, having?. portion adapted to receive andposition bearing for one end of the armature shaft.

20.1n startingr systems of .the two-.unit type adapted for use in Amotor vehicleservice, wherein the prime mover `is of rlthein'- ternal, combustion enginetype and carried by thevchassis of the vehicle andpositioned within a zone underlying the vehicle hood, wherein the twoY units are carriedinthe prime mover zone, wherein the generator unit is Joperative t0, charge: a storage battery and the battery isr adapted to be electrically connected to the starting motor at will, wherein the generator unit is in permanentl operative connection with thecrank shaft'of the engine and subject to the variable speed conditions of engine service,and wherein the starting motor is adapted to be operatively connected to the crankshaft of the engine at will and is capable of producing a torque characteristic of suicient value to start the engine under Y wherein the two yunitis: operative tocharge a store the low voltage service of the storage battery, independent generator and starting motor unit structural formations operative to meet such service conditions, said formations having dimensions to permit of installation within the free space limitations of the prime mover zone, said structural formations including casing structure for the respective units, said casing structure being of the same dimensions and configuration in both units, said casing structure comprising a yoke circular in cross-section and carrymg the-pole piecesa cap secured to one end ofthe yoke in overlying-relation to the commutatorl structure of the unit, the cap having openings to afford access to the commutator structure, a. cover carried by the cap and overlying the cap openings, and means differing in the units-for closing the opposite end ofythe yoke. Y

,4, 21.In startingA systems of the two-unit 'type adapted for-use. in motor vehicle service, wherein the prime mover is of theinternal combustion-.engine type and carried lby the chassis of the-vehicle, `and positioned within a zoneunderlying the vehicle hood, unitsI are -carried in the prime mover zone, wherein the*l generator f ebattery andthe attery is adaptedto be e eetrically connectedto the starting. motorat will, wherein thegenerator unit is in,- permanent operative connection vviththe"crank shaft of 4t'heengine and subject.4 tothe variable speed l,conditions o f engine service, and wherein the starting motor is adapted to be operatively connected to the crank 4shaft ofthe engine at willand is capable of; producing atorque `-'characteristic of :suicient: value to start the engine` under the low voltage. service v of the storage battery, independent generator and starting motor, unitl structural formations operative `touneet .such service conditions, Vsaid iformations'having dimensions tofpermit of installation within the free space limita- I'vime moverzone,.said structions of. the .p

,tural formations includingasing structure for the respective units, said casing structure being of thesame dimensions andconfiguration in both units, said casing structure comprisinga yokegcircular `in cross-section and carryimf.,r thepole `pieces,a cap secured to one end of the yokein overlying relation to the comniutator structure of the unit, the cap havingopenings to afford access to the commutator structure, a cover carried by the cap and overlying the cap openings, and means differing in the units for closing the opposite end of the yokesaid means having configurations individual to the unit to permit detachablel connection with the prime mover part with whichthe unit is adapted to operate. i'

.22, In starting 'Systems ofthe two-unit type adapted for use in motor vehicle serv- 

